Internal-combustion engine



D 1929. J. HUTCHINSON 1,741,987

INTERNAL COMBUSTION ENGINE Filed Feb. 28. 1927 v 2 Sheets-Sheet 1 INVENTOR.

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Dec. 31, 1929.

J. HUTCHINSQN INTERNAL COMBUSTION ENGINE Filed Feb. 28, 1927 2 Sheets-Sheet 2 IIIIIIII III!!! IYTOR. 0% wlidun'mmv Mww ' A TTORNEYS.

as the same.

Patented Dec. 31, 1929 PATENT OFFICE.

JOB nuronmson, on GREAT nnox, new roan INTERNAL-COMBUSTION ENGINE Application filed February 28, 1927. Serial No. 171,470.

l This invention relates to internal combustion engines broadly, and more specifically to improvements in. scavenging devices used in connection therewith to remove the prodnets of consumed charges of feul and the replacement by super charges at proper intervals. i a The attainment of such important features has been attempted in several ways, as for 1Q instance,by means of a siX cycle engine,using the additionaltwo cycles for drawing in cold air and discharging the same to thoroughly clean the cylinder before taking in a new charge of fuel.

The -'complication ofthe additional two cycles, the power cost of their operation and the effector the cold air on. the cylinder walls were not however compensated for by the improved mixture and results attained.

. I c It istherefore an object of the present invention-to: provide increased efficiency and secure greater economy withoutthe foregoing disadvantages, and without change in factory equipment, by the substitution of? certain simple parts and the elimination of others,

as will be hereinafterfully described and illustrated inthe accompanying drawings, forming an essential partofthis disclosure, and in which:

H Fig.1isa crosssectional view showing an embodiment of the invention as applied to i the outer end. portion of a cylinder of a conventionaltype of internalexplosive engine.

Fig, 2 is a longitudinal sectional view of .Fig. 3. 's a topxplan view thereof,the outer section of the casingbeing removed.

Fig. i is a diagrammatic view of the. main elements of the engine as disposed in the inis a similar view of the same in compressioniposition. c c M Fig. 6 shows the same in expansion position. i i v i i take or suction: position.

, w Fig. 7 v is alike view of the parts in exhaust position, c

Statedfbriefiy in general terms, the improvement consists in elongating the cylinders and the addition of a single piston therev in, but reducing the number of other parts and placing the elements in an accessible position at the end of the engine; it further improves the lubrication of the valve stems and springs, gives greater valve area with a lesser number of camsand rocker arms, eliminates the push rods, and in addition to thoroughly scavenging, supplies a super charge of fresh gas and follows up the explosion on the eXpansionstroke, maintaining a higher mean efiective pressure throughout the stroke.

Referring now in detail to the drawings, the numeral 10 designates the outer portion of a conventional water cooled cylinder body having a bore 11 in which operates a piston 12, into the space beyond which may be discharged sparks from a spark plug 13.

In the present embodiment the cylinder body, has an integral extension 10 through which. the bore 11 is continued, as at 11, to x a hollow housing 14: secured to the body containing, the several cylinders and provided with an arcuate raised cover15 extending lengthwise over the engine.

Passing longitudinally through the space 4 within the cover and journalled in suitable bearings between each cylinder is a cam shaft 16 having crank-throws 17, one for each cylinder, the shaft being driven at a ratio of one to two with the main shaft 18 of the engine, indicated only in thediagrammatic views.

r Carried by the cranks are connecting rods 19 their inner ends operatively engaging wrist pins 20 passing diametricallythrough In the bottom wall 23 of the piston are four valve seat openings communicating with the cylinder bore 11 above the spark plug 13, the

seat openings being arranged in pairs and controlled by tappet valves 27-27, and

28-28', having stems 29 guided in bosses 8X- tending from the partition 22 into the chambers 24 and 25 and also into the main annular chamber 26.

Fixed on the outer ends of each valve stem 29, within the chamber 25, are discs 30 against which abut compression springs 31, surrounding the outerbosses and resting on the outer surface of the partition 22, these springs acting to keep the valves against their seats as shown in Fig. 1.

Closely adjacent the crank-throws 17, and on each side thereof, are cams 32 and 33 fixed on the crank of the cam shaft 16 to make contact with the longer, outreaching arms 34- and 35 of bell-crank levers pivotally ful-- crumed on extensions of the connecting rods 19, surrounding the wrist pin 20. The other shorter arms 36 and 37 of the bell-crank levers have right angled extensions 36 and 37 parallel with the pin 20 and these elements respectively carry adjustable screws 3838 and 39-39 provided with jamb nuts and having semi-spherical heads adapted to impinge upon the extending ends of the valve stems 29;

At opposite sides of the casing, 10 are manifolds 40 and 41 communicating respectively with the gasoline supply and exhaust discharge, these manifolds having ports L2 and 43 to communicate through ports 24: and 25' in the walls of the cylinder 21 with the valve chambers 24.- and 25.

In operation, beginning with the engine at the end of its intake position, as shown in Fig. 4, the crank of the main shaft 18 is at its low dead center position with the work piston 12 at its lowest point and the valve piston 21 on its up stroke away from it, has sucked in a fresh charge. equal to its travel in addition to the displacement of the wm'k piston.

When the engine has made a half revolution, compressing the charge, the work piston 12 will be at its high point and the valve piston also at its highest point, as in Fig. 5;

after the ignition or explosion has taken place, varied by advance or retardation of the spark, the piston 21 follows the expanding, burning gas which maintains a high mean effective pressure throughout the expansion stroke. a

When the main piston 12 reaches the end of the expansion orpowcr stroke, as in Fig. 6, it returns on the exhaust stroke and the piston 21 continues down towards it, and during the second half of the stroke of the piston 21 the exhaust ports 24 and 25 open, and close as the pistons meet.

The burned gas being completely exhausted, the work piston 12 starts down on the suction stroke and the cycle is again re peated.

It is to be noted that due to this arrangement the compression chamber is materially enlarged andv the super charge is increased in proportion to the length of the stroke whereby unusual efficiency is attained and thorough scavenging accomplished.

As changes of construction could be made within the scope ofthe invention, it is intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrativ'e and not in a limiting sense.

Having thus described my invention, what 1 claim as new and desire to secure by Letters Patent, is:

1. The combination with an internal combustion engine having a straight cylindrical bore and a cam shaft, of a crank on said shaft, cams fixed on said crank to rotate on the axis of said shaft, a chambered piston operated by said crank, ports for the piston chambers, a pair of poppet valves for the parts in each chamber, and a lever for each pair of valves, said levers being pivoted directly in the piston and actuated by said cams in time with said piston.

2. An internal combustion engine having a cylindrical bore including a compression chamber, a power piston operable therein, a crank shaft, an auxiliary piston movable in timed'relation with the power piston in said chamber by said crank shaft, said auxiliary piston having inlet and exhaust chambers, pairs of poppet valves for each chamber, cam actuated means for operating each pair of valves in sequence, said cam actuated means being driven by said crank shaft, and pitman connections on the crank of said shaft to cause said auxiliary piston to meet the power piston on its exhaust stroke whereby said chamber is completely scavenged.

An internal combustion engine having a cylindrical bore including a compression chamber, a power piston operable therein, an

auxiliary piston movable in timed relation with the power piston in said chamber, said auxiliary piston having inlet and exhaust chambers, pairs of poppet valves for each chamber, cam actuated means for operating each pair of valves in sequence, a crank shaft, a wrist pin in said auxiliary piston, a pitman engaging the crank of said shaft and said wrist pin, and constituting means to cause said auxiliary piston to move away from the power piston on its suction stroke whereby a super charge may be entered therebetween.

4. In an internal combustion engine, a bored cylinder, an inlet manifold on one side, an outlet manifold on the other side, a power piston in said cylinder, an auxiliary piston in said cylinder having a wrist pin, chambers in opposite sides of said auxiliary piston,

said chambers having ports registrable with ports in the respective manifolds, valves controlling communication between said chambers and cylinder, a shaft having a crank, a pitman connecting said crank and wrist pin, levers pivoted on said wrist pin, and cams on the crank of said shaft to actuate said levers and move the valves in timed sequence.

5. In an internal combustion engine, a bored cylinder, an inlet manifold on one side, an outlet manifold on the other side, a power piston in said cylinder mounted to move reciprocatively, a shaft driven at half the speed of the engine shaft, an auxiliary piston in said cylinder, a crank on said shaft to drive said auxiliary piston in predetermined relation to the power piston, independently connecting chambers in the auxiliary piston between each of said manifolds and said cylinder, pairs of poppet valves controlling the openings between said chambers and cylinder, levers pivoted in the auxiliary cylinder engageable with said valves, and cams fixed 0n thecrank of said shaft to operate said valves whereby fuel is admitted at upstroke of said auxiliary piston to said cylinder and discharged at its down stroke.

6.111 an internal combustion engine, a bored cylinder, an inlet manifold on one side, an outlet manifold on the other side a power I piston in said cylinder mounted to move reciprocatively, a shaft driven at half the speed of the engine shaft, an auxiliary piston in said cylinder, a wrist pin mounted on said auxiliary piston, a crank on said shaft havlng a pitman todrive sald aux1liary piston in predetermined relation to the power piston, independently connecting chambers in the auxiliary piston between each of said manifolds and said cylinder levers pivoted on said wrist pin, poppet valves controlling the openings in said auxiliary piston to the cylinder, and cams fixed on the crank of said shaft to operate said levers thereby to actuate the valves whereby fuel is admitted at upstroke of said auxiliary piston to said cylinder and discharged at its down stroke.

In testimony whereof I have hereunto affixed my signature.

JOB HU'IGHINSON. 

